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BSD 444 piston height

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Patcar6972

New User
I have a 1989 bsd444 that I did a top end rebuild on. The new pistons installed are almost 1/8" below deck height. So I called the place where I bought the parts and was told they would be fine and put it together. Obviously I was skeptical because of compression loss but did as advised. Right away it was hard starting and wet stacking and had to advance the pump timing to stop the backfiring. It s in a skytrac so it s difficult to run hard if it s a break in issue but I ve been driving it to closer job sights when I can and it runs great until it idles a bit. Cylinders weren t perfect but cleaned up decent with honing maybe slightly out of round. It started easier and ran better with cracked rings in 3 out of 4 cylinders before the rebuild. Would a turbo make up the compression loss due to the piston height? Also, i have two cylinders(always changing randomly) that when I crack open the lines the fuel is foamy(air) that doesn t clear up. Could it be my entire issue is internal pump leakage?
 
Did you compare the old pistons to the new with the wristpin? Sounds like the compression has dropped WAY down from how it should be. Diesels can run with low
compression when warm, but will not start well cold. A compression test would be a good idea. I have the head off an early Ford 5000 233 diesel now that started hard
cold. Compression was 300-340 before I pulled the head and found the valves had been ground and sunk too deep in the head, and a 4.4 bore head gasket installed instead
of the 4.2 bore gasket it should have. My head shop put all new valve seats in to raise the valves back where they belong, and I hope to get the head back on soon.
 
I believe the pistons are just wrong from the seller. 1/8 inch is a drastic reduction in compression. Dieseltech is on track with the answer. I would ask for the correct pistons and a gasket set to make it right. You are still out the labor and grief. Jim
 
Yes. The center of the wrist pin to the piston head was that measurement different. That s when I called the and was told to install them and that they used the same ones while rebuilding. Now I do know that the turbo models had issues(at least I was told) and had to lower compression this way or thicker head gasket. The problem is I ve yet to find consistency on any answer or opinion. Seems for an engine that s so common and been around so long there s very little information about them available. Maybe the pistons I installed are updated turbo model pistons or I thought even 256 pistons except that the order and packaging stated 268 pistons. Still stumped on whether or not an internal pump issue would cause air jumping around from cylinder to cylinder randomly but alway two
 

Did you measure the actual stroke of the engine, it sounds like you installed 268 pistons in a shorter stroked 256 engine
All of the 4.4 engines have the pistons sticking above the block from .011 - .023 in non turbo engines, and .000 - .012 in turbo engines
You can not mix turbo and non turbo pistons due to wrist pin sizes, non turbo piston wrist pins are 1.500 inch dia, turbo piston wrist pins are 1.625 inch dia which requires a turbo rod
256 has 4.4 bore x 4.2 stroke
268 has 4.4 bore x 4.4 stroke
Installing a 256 piston while using a 268 crank will have the piston sticking .100+ out of the block
Installing a 268 piston while using a 256 crank will have the piston sticking .100+or- down in the bore

Pull an injector out and measure the stroke of the engine

Finding info on the BSD442/444 engines is fairly easy as they are the same engines that were used in the Series 10 tractors
BSD442 = 256 ci used in the 5610
BSD444 = 268 ci used in the 6610/6710
BSD444T = 268 turbo used in the 7610/7710
 
Ok, the block # is E6NN6015CA. That s what I gave them to order the parts and they deciphered it was a 268. I didn t have it disassembled at the time so that s what I had to go off. I just checked one of the old pistons and the # is D2NN6110AJ and that is indeed a 256 piston from what I can tell. As far as the block number I can t find it with the same corresponding last two letters but now I m not sure if it really means anything being all blocks I see for sale are listed compatible 256/268
 
The 256 and 268 block are the same block
E6NN6015CA means it is a 1986 design
D2NN6110AJ would be a 1972 piston and would be for a 256 as the 268 wasn t introduced until 1980, so it s piston would have a E0NN beginning number

FYI the numbers you have listed are casting/ engineering numbers and are not the same as part numbers, so you won’t find those exact numbers in any parts listing

This post was edited by Destroked 450 on 12/14/2023 at 10:23 am.
 
Thank you! I guess I have a 256 then. Or maybe a pieced together Frankenstein. I do know the machine it s in, which is a 1989 Sanderson teleporter, was designated with a 268 and I believe when I provided the block # I told them that which would explain a lot as to no further inquiry about the parts. Still scratching my head on why they told me to not worry about the height though. Do you have any insight as to the air in fuel issue? New filter, all new lines, etc. I can only think that it s internal and needs resealing at the very least although the switching of cylinders is confusing. I saw that the return line will very occasionally leak and moves in and out slightly and assume if it s able to leak out that it would also be able to take air
 

Which injection pump does it have, Simms inline or Lucas rotary?
Until you change pistons to change from 9 or 10-1 gas engine compression back to 16 or 17-1 diesel compression I wouldn t start to troubleshoot the fuel system
Can you post a photo of the injection pump and fuel filters
 
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